Internal-combustion engine



. L. .R. CARPENTER.

INTERNAL COMBUSTION ENGI E. APPLICATIQN FILED JUNE 19, 191s.

1,355,451. Patented Oct. 12,1920.

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,4 1.. Patented Oct. 12,1920.

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INTERNAL COMBUSTION ENGINE. APPLICATION FILED JUNE 19. 1918. 1,355,451,Patented Oct. 12, 1920.

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L. R. CARPENTER.

INTERNAL COMBUSTION ENGINE.

. APPLICATION FILED JUNE 19, I918- 7SHEETSSHI;ET 5.

IIIHIIIIIIIIYIAIII n IIIIIInII IInIIIIIIIIE IIIIIIIIJIIIIHIIGIIEI m L.CARPENTER. INTERNAL COMBUSTION ENGINE.

1,355,451. APPLICATION FILED JUNE I9, I9I8-l 12 7 SHEEISSHEET 6.

L. R. 'CARiENTER. INTERNAL comsusnou ENGINE.

APPLICATION FILED JUNE 19.1918- 1,355,451

Pdoented 0% 12,1920. 4 7SHEE|S-SHEEI I.

UNITED STATES LEE ROYAL CARPENTER, F CLEVELAND, OHIO.

INTERNAL-COMBUSTION EE'GINE.

v To all whom it may concern:

' l'lIlB ,llSB.

This invention relates to internal combustion-engines, and particularlyto an engine for the propulsion of air craft, although not by any meanslimited to such use, since it can equally well be used for stationaryengine' purposes, for automobiles, or for ma- I However in View ofcertain very marked advantages which 1t possesses for aerial use, Ishall confine my description largely to a specimen engine of this type,but

without intent to limitmyself thereto.

The objects of the-invention are the provisionof a motor ofmaximum powerand of-afminimum weight; the provision of a motor of extremely highefficiency; the provision of a motor which will run equally wellat allelevations under all air pressures; the provision of a motor which issusceptible of rapid and inexpensive manufacture; the provision of newand improved controlling and lubricating devices; while further objectsand advantages of the invention will become apparent as the descriptionproceeds.

In the drawings accompanying and forming a part of this application, Ihave shown one embodiment of my said invention as designed and contrivedfor an aeroplane motor, although it will be understood that thesedrawings are illustrative merely, and do not limit me. to theconstruction and arrangement of details therein shown, which may bevaried very widely even for aerial use, to say nothing of othervariations possible for marine, stationary, or land vehicle purposes.

- In these drawings Figure 1 is a rear end view of a complete motorembodying my invention; Fig. 2 represents a side elevation of the motorshown in Fi 1; Fig. 3 is a horizontal sectional view 0 the motor shownin Fig. 2; Fig. 4: is a transverse sectional view. upon the line M ofFigs. 2, 3, and 7; Fig. 5 is a sectional view on the line 5 5 of Fig. 4;Fig. 6 is a transverse sectional view upon the line 66 of Figs. 2, 3,and 7; Fig. 7 is a vertical longitudinal sectional view taken onSpecification of Letters Patent.

Patented Oct. 12, 1920.

Application filed June 19, 1918. Serial No. 240.730.

the line 7-7 of Figs. 1 and 6; Fig. 8 is a perspective view of the crankbearing; Fig. 9 is a perspective view of one of the pumpoutlet valves;Fig. 10 is a perspective view of one of the inlet valves; Fig. 11 is adetail view in longitudinal section of one of the compression cylinders;andFig. 12 is a detail view in longitudinal section of one of the firingcylinders.

In the embodiment of my improved motor herein illustrated the crank caseconsists of a pluralityof similar cylindrical sections, bolted togetherend to end, each section carrying a plurality of radiating, doubleacting cylinders, each provided with a doubleended piston connected tothe crank by means of wrist pins which project laterally through slotsin the sides of the cylinders. In its present form. some of thesecylinders, preferably all of the cylinders in one section, arecompression cylinders which pump the explosive mixture into a singletank, or reservoir, whence it is fed as required to the firingcylinders, each of which is preferably of two cycle type.

Describing by reference characters the constructions illustrated inthese drawings, 1, 1 represent the elements or sections of the crankcase, which are preferably identical cylindrical members of castaluminum and are formed with angularly spaced flat bosses 22 for thereception of the cylinders. In the present embodiment six such bossesare provided for each section, opposite bosses arranged in the sametransverse plane, but adjacentbosses being staggered as shown in Fig. 2so that the cylinders of each section are arranged in three planes, inorder that their connecting rods may not interfere.

To the opposite ends of the crank case are attached suitable end plates,5, preferably formed with bracket arms 5, of any suitable type, wherebythe engine may be supported. The abutting ends of thecrank-case-sections areconveniently secured and alined together by meansof rings 6-6, 7-7, the former sup orting the ball bearings 8-.8, and thelat er the sleeve bearings 99 in which are journaled the crank shaft 10.This shaft is provided with a number of cranks or. throws equal to thenumber of cylinder-carrying sections; in the present embodiment I haveshown three such sections. which is my preferred arrangement, and I haveshown the crank-shaft as formed with three throws, 10 10 and 10. Thesethrows are separated by cylindrical dlsk portions 11, and each isembraced by a bearing 12, shown in Fig. 10, consisting of a split sleevehaving upon its exterior a plurality of pairs of radial ears 13, 14, 15,these ears be- Each of the cylinders consists of a hollow I shell formedat its lower end with a pair of similar, oppositely-projecting, hollowbosses 16 16, the bossses and cylinders being rigidly bolted to thebosses 22 of the crank case as shown in Figs. 1, 2, 4, and 5. At itsouter end each cylinder is closed by a head 17, and at its inner end bya head 18, while each 'side wall of the cylinder is formed inside thecorresponding boss 16 with a longitudinal slot 19. Slidably mounted ineach cylinder is a piston 20, traversed by a wrist pin 21 whose endsproject through theslots 1919 where they are articulated to theconnecting rods 22, whose opposite ends are articulated to the lugs ofthe crank-bearing 12. The connecting rods of opposite cylinders areconnected to the same lugs, these being the lugs which projectperpendicularly to the cylinder axis; and thedistance between the lugsbeing substantially or exactly equal to the length of the wrist pins21-21, it will be seen that the two connecting rods of each cylinderwill at all times be substantially parallel to each other, and nearly inalinement with the corresponding rods of the opposite cylinder.

The cylinders shown are of two kinds, namely, firing cylinders andcompression cylinders; and in the arrangement shown, which is apreferable arrangement, the firing cylinders are twelve in number andconnected to the end sections of the crankcase, the compressioncylinders being six in number and connected to the intermediate sectionof the crank-case. All the firing cylinders are identical, and are hereshown as being of the two cycle, double-acting type, while thecompression cylinders are also of the double-acting type.

Each of the firing cylinders is formed at one side, intermediate betweenthe slots 1919, with a pair of laterally projecting, threaded sockets25-25 equidistantly spaced from the middle of the cylinder andcommunicating with a short integral duct 26 having an inlet opening 27.Threaded into each of the sockets 25 is an inlet valve, which preferablycomprises an externally threaded barrel 30 formed between its ends withan annular gro'ove'31 adapted to register with the duct 26, said barrelhaving a central longitudinalbore slidably receiving the shank 32 of aninlet valve 33 which seats upon one end of the barrel. The barrel ishollowed out underneath the valve head 33 and this cavity communicateswith groove 31 by passageways 34, (see Fig. 10)

The side of the cylinder opposite the inlet valve is formed with outletports 35', here shown as discharging directly into the atmosphere.'l'he' exterior of these cylinders is shown as provided with air coolingribs, although it is obvious that water jackets couldequally well beemployed; and by the same token it is obvious that a manifold could beemployed to receive the exhaust gases and convey them to any desiredpoint of discharge. For igniting the charge each of the heads 17 of thefiring cylinders is provided with a spark plug36, while the lnner end ofeach of those cylinders is formed adjacent to its seat with a lateralThe compression cylinders differ from the firing cylinders only in thearrangement of their valves and manifolds, and in the fact that theyhave no provision for spark plugs. Each of the compression cylinders isformed at each end with a pair of oppositely-proectinginternally-threaded sockets 40-40, pro ecting at right Each cylinder isformed at each side with an integral duct 41 opening through the sidewalls of the corresponding socket so as to place the same incommunication with the apertures 42-43, respectively, 42 being thecompressor inlet, there is screwed into each of the correspondingsockets 40-40 an inlet valve which is preferably identical with theinlet valve employed in the working cylinders; and the opening 43 beingthe compressor discharge, there is screwed into the correspondingsockets 40- 40 a suitable pump-outlet valve, which differs from theinlet valve in having its seat oppositely ar' ranged. A convenientway ofmaking. the same is illustrated in Figs. 9 and 11, wherein 45 representsthe hollow valve-barrel at larly to Fig. 4 wherein there is shown inlongitudinal section one of the working or firing cylinders togetherwith its piston it angles to the wrist pin..

- is formed with grooves for the reception of piston rings in accordancewith usual practice; and slidably fitted within the two short cylinders53 are smaller pistons 56, 56 which are normally held in outwardposition by means of coil springs 57. Complete ejection of the piston 56is prevented by a suitable removable stop 58 carried by the wall Thestiffness of the springs 57 is such that the inner piston will belittleif any displaced nearing the compression stroke, but will be decidedlydepressed at the beginning of the power stroke. This leads to a decidedsaving in cylinder size, space, and weight, facilitates scavenging, andgives more uniform power stroke, the initial force of the explosionbeing partly absorbed by the spring and by the gas inside the smallcylinder, this force being returned gradually during the power stroke,so that when scavenging occurs there is no pocket to hold burnt gases.

ways found to be .essential since the gases beneath the small pistonwill themselves oppose its depression. This construction affords a highcompression with a smaller quantity of change and employs that chargemore evenly throughout the power stroke.

The piston in the compression cylinder consists merely of a hollowcylindricalshell having closed fiat ends as shown in Fig. 6 andtraversed at its middle by an integral sleeve 61 in which is mounted thewrist pin 21. Adjacent to each end the wall 60 is grooved for thereception of the usual piston rings The pistons of the compressioncylinders are also longer than those of the firing cylinders, since thelatter must necessarily leave some compression space, while in thelatter any such space would be highly objectionable. v

For cooling the interior of these pistons, both compression and firing,their side walls are formed at points adjacent to the piston pins withapertures 63, 63 arranged to register with the slots 19 as the pistonreciprocates, thus permitting a puff of air to pass Y therethrough. Theair employed for this purpose is derived from the interior of the crankcase, suitable expedients being provided to secure a continuous rush ofair therethrough. In the case of an aeroplane motor it is sufiicient toform the forward end plate with apertures 64 (see Fig. 3),- the- In factthe spring is not alsequent upon the propeller action, will force aconstant streanrof airthrough the crank case and out throughthe bosses16-16, thus keeping the inner heads 18 cool and simultaneously producingan air flow through the pistons. The outer ends of the bosses 16 arepreferably covered by continuation housings 66, suitably apertured topermit the escape of this 'air. The inrushing air has a furtheradvantage of sweeping around the tank 4 and thus reducing thecompression temperature of the same and increasing the weight of thecharge introduced into each firing cylinder.

The open character of the crank case clearly renders impossible theemployment of a splash system of lubrication, wherefore a directed forcefeed system is employed. whose preferred arrangement is as follows.-Each crank section or throw of the shaft of this oil may be effected inany convenient manner, the simplest mode I have so far conceived beingthat of connecting the reservoir 75 with the pressure tank 4 by means ofa controlled conduit77 so that thp mixture-pressure will force the oilthrough the system. The connecting rods are preferably lubricated bybeing made hollow and packed with grease.

According to the preferred-arrangement the compression cylinders areconnected together in pairs by means of arcuate inlet manifolds 80, 81,and 82 communicating with the inlet openings 42 and each provided with adepending boss 83 adapted for the reception of the carbureters 84, 85,86, re-

spectively. To the opposite or outlet aper-' tures 43 of thesamecylinders are connected the arcuate pressure-manifolds 87' connected tothe conduits 88 which lead'to the tank 4.

The firing cylinders are even more simply arranged, the apertures 27being connected to identical arcuate manifolds 89" all vof whichcommunicate by means of pipes 90 with the tank 4.

My engine presents the unique feature that control can be effectedeither by closing all the carbureters simultaneously, or by completelyclosing some and leaving others open, thus producing an engine of 8, 16,or 24 cylinders at will.

There being twelve firing cylinders upon the engine here shown, each ofsaid firing cylinders being of double-acting construction and oftwo-cycle type it will be seen that my present engine will aiford thecrank shaft twenty four separate impulses to each revolution which isequivalent of a fortyeight cylinder motor of four-cycle type, thusproducing a very even and continuous Of course a'proper balance must bemain tained between firing cylinders and compres- .sion cylinders andthis balance will depend to a considerable-extent upon the atmosphericconditions expected. Thus for sea-level use a given number ofcompression cylinders will feed more firing cylinders than wouldbepermissible for aeroplane ,use.- The arrangement of the two varieties ofcylinders is largely a'matter of -choice, care being taken to preservethe best possible engine balance and to impose a minimum of strain onthe crank shaft. I do not confine myself to the constructions andarrangements or the details herein shown, since the same can be modifiedvery markedly without departing from the scope of my inventive idea orsacrificing the benefits of my improvements.

Certain subject matter herein set forth is reserved for subsequentapplications, certain of which have already been filed and areidentified as follows: Serial No. 259,968, filed Oct. 28, 1918; SerialNo. 260,783, filed Nov. 2, 1918.

Having thus described my invention what I claim is 1. In an engine, acrank, a pluralit of cylinders arranged around said cran a singlebearing member freely journaled on said crank, and paired connectingrods for the different cylinder-pistons, there being two rodsarticulated to each piston, all of said rods being articulated to saidbearing member and said pistons being otherwise independent of eachother.

2. In an engine, a crank, alined cylinders located upon opposite sidesof said crank, pistons therein, a single bearing member journaled onsaid crank and having external attaching portions projectingperpendicularly to the axis of the corresponding cylinders, and a pairof connecting rods articulated to each piston and 'to said attachingportions.

3. In an engine, a crank, alined cylinders located upon opposite. sidesof said crank,

pistons therein, a single bearing member.

journaled on said crank and having independent external ears projectingperpendicularly to the axis of the corresponding cylinders, and a pairof connecting rods pivoted to each piston and to said ears, the distancebetween the piston pivots being equal to. that between said ears,whereby said connecting rods may remain parallel to each other at alltimes 4. In an engine, a crank bearing adapted to be journaled on acrank and having a plurality of pairs of external ears arranged insuccessive planes longitudinally of said bearing, successive ears beingangularly spaced for attachment to radial cylindersl 5. In an engine, acrankcasing comprising a plurality of similar hollow sections joinedtogether end to end, a plurality of cylinders secured to' and radiatingfrom each section, and end members for said casing, one at least ofwhich'is 'formed to permit the free ingress of air, the sides of saidsections adjacent to the cylinders being formed with aperturespermitting the escape of air.

6. In an engine, a crank, a plurality of cylinders arranged around saidcrank, a single bearing member j ournaled on said crank, a crank shafttraversing said casing, a hearing located at the joint between each pairof sections, said bearing being formed to permit the movement of airtherepast, and end members for the casing, at least one of which isformed to permit the free ingress of air, the sides of the sectionsbeing apertured to permit the escape of such air.

7. In an engine, a crank casing comprising a plurality of similar hollowsections joined together end to end, a plurality of double actingcylinders secured to and radiating from each section, said sections hav-100 ing air-escape ports adjacent to the cylinders, and means forcausing a flow of cooling air through the casing.

8. In an engine, a fixed casing, a plurality of cylinders radiatingequidistantly from 105 said casing, each cylinder having both endsclosed and having longitudinal slots in its sides, a piston ineachcylinder, a pin traversing each piston and extending through said slots,connecting rods articulated to 110 said pins outside of the cylinders,and a rotatable crank shaft inside said casing to which all saidconnecting rods are operatively connected.

p 9. In 'an engine, a casing, a plurality of 115 double ended two-cyclecylinders secured to and radiating from said casing, each cylinderhaving longitudinal slots in its sides, a piston in each cylinder, a pintraversing each piston and extending through said 12( slots, connectingrods articulated to said pins outside of the cylinders, a crank-shaftinside said casing to which all said connecting rods are operativelyconnected, means for passing air through said casing to cool '12: theinner heads of the cylinders, and means other than casing-pressure tofeed combustible mixture to the cylinders.

10. In an engine, a casing, a plurality of cylinders secured to andradiating from said 13( I sleeve.

I casing, each of saidcylinders having slottedsides and closed ends, thewalls of said cylindersbeingribbed for air cooling, a crank in saidcasing, pistons in said cylinders and operatively connectedto said crankbyway .of the slots, and means for passing air through said casingwherebyithe inner heads of said cylinders are cooled. 11. In an engine,a casing, a plurality of cylinders secured to and radiating from saidcasing, each of said cylinders having slotted walls and closed ends,pistonsin said linders and having air passageways t erethroligh, a crankin said casing and operatively connected to said pistons b' way of saidslots, said air passageways gein arranged to register with said slots atdi erentj ti'mes a'nd means for passing air through said casin andthrough said slots and throu h sa1d"piston passageways.

'12. u an engine, a plurality of cylinders projecting from a commonaxis, a crankshaft journaled along such axis, a sleeve journaled on thecrank throw, a piston in each cylinder, and a'pair of parallelconnecting rods pivoted to each piston and to said sleeve, said rodsbeing arranged in a plane transver F to the crank shaftaxis.

' 13. A crank caring for engmes comprlsing a split sleeve adapted toS111101111d the rior of said sleeve being formed with a plurality ofsets of oppositely projecting pairs of attaching ears, the various setsbeing equidistantly spaced along said sleeve and also equiangularlyspaced therearound.

15. in an engine a crank shaft having a plurality of crank throws, acylindrical por- 'tion between adjacent throws and concentrlc with theshaft, the exterior of such cylindrisignature.

cal portionbeingcircumferentially ooved,

a sleeve bearing embracing saidcy drical portion and having therein anoil duct communicating with such throw being formed wlth' oil ductscom-v municating with said groov and openingtfi throu h the crank'exterior.

16. 11 an engine, a crank, :aline'd cylinders located one on each sideof said crank, each cylinder having slotted walls, pistons in saidcylinders, piston pins projecting through the co slots, a bearmg. memberjournaled on said v crank and having oppositely projecting externalears'arranged transversely of the cylinder axis, and connecting rodsarticulated to said ears and pins, there bein one rod on each side ofeach cylinder an the rods' of opposite cylinders being approximately 1nalinement. v,

17. In an engine a pair of opposed cylinders having closed ends andslotted sides, a piston in each cylinder, a piston pin traversing saidpiston and projectin through the slots,a connecting rod artic ated toeach end of each pin, and a crank located between said'cylinders withits axis perpendicular to sald plston pins, both sets of connecting rodsbeing operatively connected to said crank.

' 18. In an engine, a crank bearing adapted to be journaled on a crankand having a plurality of sets of external ears adapted'for thereception of connecting rods, there being two rods and two sets of'earsfor every piston which is connected to said bearing.

19. In an engine, the combination ,witha crank and a plurality ofcylinders presented endwise thereto, of 'a bearing member journaled onsaid crank and having external bearings, two for each of said cylinders,said last bearings having their axes parallel to said crank shaft, apiston'in each cylinder, Y

and a pair of connecting rods articulated to each piston and to thecorresponding external bearlngs, whereby a line connectlng said lasthearings will always remain substantially perpendicular to the cylinderaxis.

In testimony whereof, I hereunto aflix my ROYAL CARPENTER.

oove, each crank

